Patent application title: METHOD AND DEVICE FOR THE CONTROL OF AIR TRAFFIC MANAGEMENT AT AN AIRPORT

Abstract:

In a method of controlling the air traffic management at an airport,
optimized partial process sequences for the visit of an individual
aircraft at the airport (flight visit) are determined by using an
electronic data processing system including actual and/or forecast
factors.

Claims:

1. A method for the control of air traffic management at an airport, in
which, by using an electronic data processing system, optimized partial
process sequences for the visit of an individual aircraft at the airport
(flight visit) are determined including actual and/or forecast factors.

2. The method according to claim 1, wherein an optimum take-off and/or
landing runway is determined dynamically for a flight visit having regard
to at least one of the following actual or forecast factors:landing
and/or take-off demand;available landing and/or take-off capacities of
each usable landing and/or take-off runway;taxi route from the landing
runway to the parking position and/or from the parking position to the
take-off runway;taxiing costs for the taxi route.

3. The method according to claim 1, wherein the determined landing and/or
take-off runway is transmitted to Air Traffic Control of the airport.

4. The method according to claim 1, wherein the duration of at least one
of the following partial processes of the flight visit limited by defined
process times is calculated having regard to actual or forecast
factors:approach, limited by the time of flying over the entry fix (TOF)
and the time of landing (ATA);taxi inbound, limited by the time of
landing (ATA) and the on-blocks time (ONB);taxi outbound, limited by the
off-blocks time (OFB) and the time of take-off (ATD);departure, limited
by the time of take-off (ATD) and the time of flying over the departure
fix (ATDF).

5. The method according to claim 4, wherein the duration of the "approach"
partial process is calculated having regard to at least one of the
following actual or forecast factors:volume of inbound traffic;approach
route;landing runway;wind/weather conditions.

6. The method according to claim 4, wherein the duration of the "taxi
inbound" partial process is calculated having regard to at least one of
the following actual or forecast factors:landing runway;parking
position;volume of taxiing traffic;wind/weather conditions;taxi route
from the landing runway to the parking position;runway/taxiway
intersections;type of aircraft.

7. The method according to claim 4, wherein the duration of the "taxi
outbound" partial process is calculated having regard to at least one of
the following actual or forecast factors:parking position;take-off
runway;volume of taxiing traffic;wind/weather conditions;taxi route from
the parking position to the take-off runway;runway/taxiway
intersections;type of aircraft.

8. The method according to claim 4, wherein the duration of the
"departure" partial process is calculated having regard to at least one
of the following actual or forecast factors:volume of outbound
traffic;departure route;take-off runway;wind/weather conditions.

9. The method according to claim 4, wherein at least one estimated process
time of the flight visit is calculated including at least one previously
calculated duration of a partial process.

10. The method according to claim 9, wherein at least one of the following
process times is calculated:estimated time of flying over the entry fix
(ETOF);estimated time of landing (ETA);estimated on-blocks time
(EONB);estimated off-blocks time (EOFB);estimated time of take-off
(ETD);estimated time of flying over the departure fix (ETDF).

11. The method according to claim 4, wherein at least one target process
time of the flight visit is calculated including at least one previously
calculated duration of a partial process.

12. The method according to claim 11, wherein at least one of the
following target process times is calculated:target time of flying over
the entry fix (ETOF);target time of landing (TTA).

13. The method according to claim 12, wherein the calculated target
process times are transmitted to Air Traffic Control of the airport.

14. The method according to claim 9, wherein for a flight visit the
estimated delay for at least one defined process time is calculated
having regard to at least one calculated estimated process time and the
corresponding calculated target process time.

15. The method according to claim 1, wherein the calculations are carried
out dynamically.

16. The method according to claim 1, comprising an air-to-air process for
coordinating the movements of the aircraft at the airport and a
gate-to-gate process for the control of long-distance flights including
the departure and/or approach phase, characterized in that the air-to-air
process is coupled to the gate-to-gate process by including information
of the air-to-air process into the gate-to-gate process and/or
information of the gate-to-gate process into the air-to-air process.

17. A device for carrying out the method according to claim 1.

18. An information system comprising an electronic data processing system
which executes a computer program which is used to determine and/or
calculate at least one of the following items of information using the
results of the method according to claim 1, and comprising a screen for
display of the item of information:overview of the utilization of the
available take-off and landing runways;overview of the target process
times, the estimated process times, and the actual process times of a
flight visit;indication of the delays for each partial process of a
flight visit;overview of the entire volume of traffic at the airport as
related to the partial processes of the flight visits in specific time
intervals;overview of the average delays as related to the partial
processes or the process times of the flight visits in specific time
intervals;overview of the average lags as related to the partial
processes or the process times of the flight visits in specific time
intervals; andoverview of the delays in the ground handling of the flight
visits.

19. The method according to claim 5, wherein the duration of the "taxi
inbound" partial process is calculated having regard to at least one of
the following actual or forecast factors:landing runway;parking
position;volume of taxiing traffic;wind/weather conditions;taxi route
from the landing runway to the parking position;runway/taxiway
intersections;type of aircraft.

20. The method according to claim 5, wherein the duration of the "taxi
outbound" partial process is calculated having regard to at least one of
the following actual or forecast factors:parking position;take-off
runway;volume of taxiing traffic;wind/weather conditions;taxi route from
the parking position to the take-off runway;runway/taxiway
intersections;type of aircraft.

21. The method according to claim 6, wherein the duration of the "taxi
outbound" partial process is calculated having regard to at least one of
the following actual or forecast factors:parking position;take-off
runway;volume of taxiing traffic;wind/weather conditions;taxi route from
the parking position to the take-off runway;runway/taxiway
intersections;type of aircraft.

Description:

[0001]The present invention relates to a method and a device for the
control of air traffic management at an airport.

[0002]The overall management of air traffic is subdivided into several
partial processes which are carried out by different authorities largely
independently from each other. The consequence of the lack of
coordination is suboptimal flows of traffic at the airport.

[0003]There is therefore a need for an improved air traffic management at
an airport in order to avoid or reduce delays and to better utilize
available capacities, so that the costs for air service and airport
operation can be reduced.

[0004]The present invention for the first time proposes a method and a
device which are suitable to reach these goals. For this purpose, the
invention provides a method for the control of air traffic management at
an airport and a device for carrying out the method, in which an
electronic data processing system is used to determine optimized partial
process sequences for the visit of an individual aircraft at the airport
(hereinafter referred to as flight visit) including actual (current)
and/or forecast factors. It is of great importance for airport operation
and in particular for aircraft handling and servicing to know, for
example, when an approaching aircraft will arrive at the airport, and in
particular on its parking position, to systematically and economically
manage and dispose of resources (staff and handling and servicing
equipment).

[0005]In the air traffic management at an airport, available capacity
slots frequently remain unutilized because rigid rules and strategies of
use lead to unused capacities on individual take-off and landing runways
while other runways are often overloaded at the same time. When there is
a high volume of traffic, the suboptimal utilization of the available
runway capacity for take-offs and landings results in an unnecessary and
disproportionately great increase in delays and lags. According to a
first aspect of the invention, an optimum take-off and/or landing runway
is therefore determined for a flight visit having regard to at least one
of the following actual or forecast factors: [0006]landing and/or
take-off demand; [0007]available landing and/or take-off capacities of
each usable landing and/or take-off runway; [0008]taxi route from the
landing runway to the parking position and/or from the parking position
to the take-off runway; [0009]taxiing costs for the taxi route.

[0010]The determination of the optimum landing and/or take-off runway
permits a better exploitation of the available capacities, an increase in
traffic flow and punctuality and a reduction of taxiing traffic costs.
The taxiing process can be calculated or forecast more accurately. At the
same time, this optimization results in a minimization of ground noise
and of the emissions caused by taxiing traffic and waiting times with the
engines running.

[0011]In continuation of this aspect of the invention, the determined
landing and/or take-off runway is transmitted to Air Traffic Control of
the airport. So far, only position-dependent inquiries for a particular
landing runway and no requests at all for a take-off runway have been
transmitted to Air Traffic Control.

[0012]According to a second aspect of the invention, the duration of at
least one of the following partial processes of the flight visit limited
by defined process times is calculated having regard to actual or
forecast factors: [0013]approach, limited by the time of flying over
the entry fix (TOF) and the time of landing (ATA); [0014]taxi inbound,
limited by the time of landing (ATA) and the on-blocks time (ONB);
[0015]taxi outbound, limited by the off-blocks time (OFB) and the time of
take-off (ATD); [0016]departure, limited by the time of take-off (ATD)
and the time of flying over the departure fix (ATDF).

[0017]This allows a more accurate forecast of the estimated process times.

[0018]For example, the duration of the "approach" partial process can be
calculated having regard to at least one of the following actual or
forecast factors: [0019]volume of inbound traffic; [0020]approach
route; [0021]landing runway; [0022]wind/weather conditions.

[0023]The duration of the "taxi inbound" partial process is preferably
calculated having regard to at least one of the following actual or
forecast factors: [0024]landing runway; [0025]parking position;
[0026]volume of taxiing traffic; [0027]wind/weather conditions;
[0028]taxi route from the landing runway to the parking position;
[0029]runway/taxiway intersections; [0030]type of aircraft.

[0031]For the calculation of the duration of the "taxi outbound" partial
process, provision is made to include at least one of the following
actual or forecast factors: [0032]parking position; [0033]take-off
runway; [0034]volume of taxiing traffic; [0035]wind/weather conditions;
[0036]taxi route from the parking position to the take-off runway;
[0037]runway/taxiway intersections; [0038]type of aircraft.

[0039]Just as for the determination of the optimum landing or take-off
runway, in the two partial processes "taxi inbound" and "taxi outbound"
the environmental burden and noise exposure may be distinctly lowered by
the process optimization according to the invention.

[0040]Finally, the duration of the "departure" partial process can be
calculated having regard to at least one of the following actual or
forecast factors: [0041]volume of outbound traffic; [0042]departure
route; [0043]take-off runway; [0044]wind/weather conditions.

[0045]A further development of the second aspect of the invention provides
that at least one estimated process time of the flight visit is
calculated including at least one previously calculated duration of a
partial process. In this way, the more accurate calculation/forecast of
the arrival times allows the handling processes at the airport to be
planned better and the required resources (staff and equipment) to be
employed more economically.

[0046]Specifically, at least one of the following process times is to be
calculated: [0047]estimated time of flying over the entry fix (ETOF);
[0048]estimated time of landing (ETA); [0049]estimated on-blocks time
(EONB); [0050]estimated off-blocks time (EOFB); [0051]estimated time of
take-off (ETD); [0052]estimated time of flying over the departure fix
(ETDF).

[0053]A more extensive optimization of the air traffic management may be
achieved in that at least one target process time of the flight visit is
calculated having regard to at least one previously calculated duration
of a partial process. By taking into account lags to be expected in
particular partial processes at the airport, measures can be taken at an
early point in time in order to compensate for these lags by adhering to
the calculated target process times.

[0054]By transmitting the calculated target process times to Air Traffic
Control of the airport, Air Traffic Control can prioritize the
approaching flights in accordance with the target process times, with the
aim to increase the punctuality rate of the arriving traffic.

[0055]Of particular importance for this are the target time of flying over
the entry fix (TTOF) and the target time of landing (TTA).

[0056]An early knowledge of an estimated delay allows countermeasures to
be taken in good time to avoid it. In this connection, the invention
proposes calculating for a flight visit the estimated delay for at least
one defined process time having regard to at least one calculated
estimated process time and the corresponding calculated target process
time. In addition, this allows causes of delays, in particular
"externally" caused delays (brought along delays), to be identified.

[0057]Preferably, the calculations of the method according to the
invention are carried out dynamically. This means that the calculations
are updated as soon as more current input data (more recent forecasts or
actually measured values) are available.

[0058]For a visual reproduction of relevant information in connection with
the optimized air traffic management, the invention provides an
information system including an electronic data processing system which
executes a computer program which is used to determine and/or calculate
at least one of the following items of information using the results of
the method according to the invention, and including a screen for display
of the information: [0059]overview of the utilization of the available
take-off and landing runways; [0060]overview of the target process times,
the estimated process times, and the actual process times of a flight
visit; [0061]indication of the delays for each partial process of a
flight visit; [0062]overview of the entire volume of traffic at the
airport as related to the partial processes of the flight visits in
specific time intervals; [0063]overview of the average delays as related
to the partial processes or the process times of the flight visits in
specific time intervals; [0064]overview of the average lags as related to
the partial processes or the process times of the flight visits in
specific time intervals; [0065]overview of the delays in the ground
handling of the flight visits.

[0066]Further details of the present invention will become apparent from
the following description with reference to the accompanying drawings, in
which:

[0067]FIG. 1 shows a networking of the gate-to-gate process and the
air-to-air process;

[0068]FIG. 2 shows an incorporation of the Air-to-Air Process Manager
ATAMAN into the existing system landscape;

[0089]A multitude of partners, such as, e.g., airlines, Air Traffic
Controls, airport operators, and handling and servicing agents are
involved in the management of air traffic at an airport. Up to now, the
partners involved have optimized their partial processes in managing the
air traffic without a superordinate process consideration and without an
integration of the air traffic carriers involved. For the following
description, the term "flight visit" is to be understood as the sum of
all partial processes (approach, taxi inbound, parking, taxi outbound,
and departure) in a visit of an individual aircraft at an airport between
two long-distance flights.

[0090]Air Traffic Control controls the long-distance flights in the
airspace and coordinates them in accordance with the available airspace
capacities. Computer-aided arrival and departure managers and
coordination systems (e.g., AMAN, DMAN, DEPCOS) are increasingly made use
of at the airports in order to integrate the arrivals and departures from
and to the airports in the so-called gate-to-gate process defined in FIG.
1. On the whole, i.e. with a view to the overall air traffic management
process at the airport, which is likewise defined in FIG. 1 and is
referred to as air-to-air process below, an airport operator still needs
to deal with non-coordinated ends of two gate-to-gate processes.

[0091]A marked improvement in the air traffic management, in particular
with a view to the punctuality of the air traffic as the volume of
traffic rises, is achieved according to the invention by a comprehensive
process consideration, i.e. by coupling the gate-to-gate process with the
air-to-air process in an integrated network system. A technical aid for
this is primarily a computer-based process manager which is referred to
as ATAMAN (Air-to-Air Process Manager) below.

[0092]For an automatic optimization of the air-to-air process, ATAMAN may
be networked with the Capacity Manager CAPMAN described in German Patent
Application 10 2007 009 005.8 and the tactical systems for traffic
control of Air Traffic Control (e.g., CLOU, AMAN, DEPCOS) and apron
control (DMAN, SGMAN). The incorporation of ATAMAN into the system
landscape existing at the Frankfurt Airport is illustrated in FIG. 2. The
basic concept of ATAMAN, the structure, the cooperation with other
systems, and the human-machine interfaces (HMI) and the interfaces to
external systems are apparent from FIG. 3.

[0093]The technical concept of ATAMAN permits the following types of use:
[0094]use as an information system for the detailed representation of
the air-to-air process of each individual flight (flight visit) and for
the identification of causes of delays; [0095]use as an information
system for the superordinate representation of the traffic load in the
TMA (terminal maneuvering area) and in the taxiway system; [0096]use as a
control system for the allocation, optimized in terms of capacity and
punctuality, of a defined take-off and/or landing runway for each
individual flight; [0097]use as a part of a superordinate traffic control
system (Air Traffic Control/airport) by automatically passing the ATAMAN
results on to existing flight guidance systems (e.g., AMAN/DMAN).

[0098]ATAMAN optimizes the air-to-air process in its entirety, with the
sum of all flight visits being considered in a defined time interval at
the airport. As can be seen from FIG. 4, a flight visit is subdivided
into five partial processes: approach, taxi inbound, parking, taxi
outbound, and departure. Process lags may appear in each partial process
and, according to the invention, are specifically calculated and/or
forecast.

[0099]For calculating and forecasting these lags, for each arriving flight
at first the estimated flight progress times illustrated sub "Estimated"
in FIG. 4 and the target times illustrated sub "Target" therebelow are
calculated. The calculation of the estimated flight progress times is
based on the estimated time of overflight of the entry fix ETOF, which is
reported following take-off from the previous airport. Using a specially
developed formula for calculating the approach time, the estimated time
of landing ETA is calculated. The taxi module of ATAMAN calculates from
the estimated time of landing ETA the estimated on-blocks time EONB
(reaching the parking position), taking into consideration the traffic
load in the taxiing area. The estimated off-blocks time EOFB (leaving the
parking position) is calculated from the estimated on-blocks time EONB
and the minimum turnaround time MTT of the aircraft and taking into
consideration the target off-blocks time STD. The estimated time of
take-off ETD is calculated from the estimated off-blocks time EOFB and
the taxiing time as calculated by the taxi module. Finally, the estimated
time of overflight of the departure fix ETDF is calculated from the
estimated time of take-off ETD and the time of departure, which is
dependent on the take-off threshold and the departure route.

[0100]The inbound target times TTA (target time of landing) and TTOF
(target time of overflight of the entry fix) are calculated from the
published flight plan arrival time STA (scheduled on-blocks) and the
above-mentioned taxi and approach times; the outbound target times TTD
(target time of take-off) and TTDF (target time of overflight of the
departure fix) are correspondingly calculated from the published flight
plan departure time STD (scheduled off-blocks).

[0101]The forecast delay minutes are calculated as a difference between
the estimated times and the target times. The actual delay minutes are
calculated from the measured actual times and the target times. The
differences obtained from the estimated times and the actual times
provide information about additional lags in each partial process.
Frequently, however, delays already arise at the previous airport or on
the flight route and are brought along to the airport. These "external"
delays are calculated as differences from (E)TOF and TTOF.

[0102]The above time calculations and the measures made possible thereby
for optimizing the air traffic management at an airport will now be
discussed in more detail below.

[0103]Optimization of the Inbound Process

[0104]Establishing the inbound process involves a cooperation of the
Inbound Manager, the runway allocation module and the taxi module. For
the purpose of simplification, reference is made to the Inbound Manager
below. The Inbound Manager optimizes the inbound portion of the
air-to-air process, taking into account the [0105]overall traffic
demand (inbound and outbound demand); [0106]operating capacity of the
take-off/landing runway system, arrival and departure capacity;
[0107]weather and weather forecasts; [0108]flight plan data; [0109]flight
progress data (departure messages, TOF (time over fix)); [0110]parking
position of the aircraft; [0111]standard inbound taxi routes, and
calculates for each of the aircraft arriving within the next few hours
[0112]the estimated approach time between entry fix and landing
threshold; [0113]the estimated time of landing; [0114]the optimum runway,
taking into consideration the departures occurring concurrently;
[0115]the expected taxi time between the landing threshold and the
parking position; [0116]the estimated time of arrival on this position.

[0117]The calculation and forecast of the optimum landing runway and the
forecast flight progress data is made possible by a special calculation
algorithm.

[0118]FIG. 5 illustrates the mode of operation of the Inbound Manager and
its support modules.

[0119]For calculating and forecasting the inbound process and for an
optimized runway planning and scheduling, the Inbound Manager, in
addition to flight plan data, continually requires actual data on flights
already departed from the previous airport, on the "runways in use"
(designates the current operational direction of the take-off/landing
runways, which is determined by the wind direction) and on the weather
and as precise weather forecasts as possible. In addition, capacity data
of the landing runway system and information on the planned parking
positions are required. External data sources are constituted by the
airport information system, the Capacity Manager CAPMAN, the stand
allocation system, air traffic control systems, and the weather
information system of the meteorological service. For an online data
supply, provision is made for data interfaces with these systems.

[0120]In the following, the calculation of the approach time, the
allocation of a landing runway, and the calculation of the taxi inbound
time will be described in detail.

[0121]The approach time--this is the period of time required by an
arriving aircraft from entry into the airspace of the airport (flying
over the entry fix) up to landing (touchdown)--essentially varies with
the number of approaching aircraft (arrival demand) in the airspace of
the airport (TMA, terminal maneuvering area), with the visibility
conditions and the cloud base, with the wind conditions and temperature,
as well as the "runway in use" and the standard arrival route (STAR).

[0122]The approach times calculating module of the Inbound Manager
calculates the estimated approach time for each flight taking into
account relevant influential factors. The estimated time of landing ETA
is calculated from the forecast TOF (time over fix), which it receives
from the previous airport along with the departure message, and the
approach time calculated individually for each approach. The expected
time of landing ETA is, on the one hand, an essential time mark for the
individual flight visit and, on the other hand, constitutes an important
criterion for decisions relating to the superordinate air-to-air process
from the airport point of view. At this point in time, the airport needs
to provide the resource for landing (landing slot) to avoid lags in the
traffic flow.

[0123]The arrival demand has a decisive influence on the approach time of
each approaching flight. When the arrival demand is low, the arriving
flight is assigned a direct flight route from the entry fix to the
landing threshold involving a correspondingly short flight time, whereas
a high arrival demand results in the formation of an "approach queue"
involving long approach times. The cumulative arrival demand of the
preceding time interval, which is relevant to forecasting the approach
time of an incoming flight, has already been calculated by the Capacity
Manager CAPMAN and is transmitted to the Inbound Manager (approach times
calculating module).

[0124]The weather has a great influence on the flow (traffic throughput),
in particular in the inbound traffic. A low flow will lengthen the
waiting queue and delay the processing of the arrival demand, as a result
of which the approach time for incoming flights is prolonged. The
visibility and cloud base (VMC/MMC/IMC) quite substantially determine the
approach separation; the wind and the temperature have effects on the
approach speed above ground.

[0125]To forecast the approach times AT, an approach times calculating
model was developed which takes the relevant influencing factors into
consideration. The following formula is representative of the Frankfurt
Airport and may be adjusted to fit any other airport.

[0126]The estimated time of flying over the entry fix ETOF is the result
of the flight calculation of each flight as of its time of take-off from
the previous airport and contains all information for the flight that is
known at the time of take-off, such as, e.g., flight route, wind/weather
conditions, aircraft altitude and speed. The ETOF is therefore a very
reliable forecast flight progress datum. It is transmitted along with the
departure message. In case the time ETOF is not yet available for a
period of time to be forecast because, e.g., the flight has not yet
departed, the time TOF is calculated from the flight plan arrival time
STA as follows:

ETOF=STA-TDef Taxi In-TDef Approach (Example FRA: ETOF=STA-20
min)

[0127]When the arriving aircraft flies over the entry fix, the time TOF is
acquired and the datum ETOF is replaced.

[0128]The estimated time of landing ETA is calculated from the (E)TOF and
the forecast approach time:

ETA=(E)TOF+AT

[0129]The estimated time of landing ETA marks the transition from the
inbound partial process "approach" to the "landing and taxiing process".
The differentiation of the partial processes serves to attribute the
delays to the respective causes, among other purposes.

[0130]The Inbound Manager optimizes the landing runway allocation for all
approaching flights within each 10-minute interval (see FIG. 6) according
to the following criteria: [0131]reduction of the approach
delays/approach delay costs by making the best possible use of the
available landing capacities (calculated by CARMAN); [0132]minimization
of the taxi times (and spacing out the taxiing traffic) by parking
position-dependent (initial) runway allocation; [0133]reduction in the
taxiing costs by a cost-optimized alternative runway allocation,

[0134]and transmits its runway allocation to the relevant air traffic
control systems (e.g., CLOU, AMAN).

[0135]The Inbound Manager determines the landing demand for each 10-minute
interval on the basis of the expected times of landing as calculated by
the approach times calculating model. The sum of all approaching flights
whose estimated times of landing fall within a fixed 10-minute interval
constitutes the respective landing demand which has to be handled using
the available landing runways.

[0136]The landing runway allocation is effected in several steps, each of
which is illustrated in FIG. 7. In accordance with the valid rules, at
first each flight is assigned the runway with the shortest taxi route to
the intended parking position as the preferred landing runway. The
allocation is performed based on a table stored in the ATAMAN database,
which assigns a landing runway to each approaching flight on the basis of
its parking position. This initial runway allocation is essentially
geared to the shortest possible taxi routes and, if applicable, also to
bypassing taxiing traffic junction points to avoid taxiing lags. With the
initial runway allocation the landing demand/10 min for each landing
runway is defined at the same time.

[0137]The Inbound Manager now checks whether the landing demand for each
runway can be satisfied by the respective landing runway capacity. If
this is the case, each approaching flight is allocated its preferred
landing runway. The Inbound Manager receives the respective landing
runway capacity from the Capacity Manager CAPMAN.

[0138]When the landing demand exceeds the landing capacity of the
preferred runway, the Inbound Manager checks whether free landing
capacity is available on an alternative runway in the same 10-minute
interval, in order to avoid approach lags. In case of free capacities on
an alternative runway, the Inbound Manager will propose the alternative
runway for use.

[0139]As a rule, one or more flights of a 10-minute interval need to be
rescheduled from their preferred landing runway to an alternative one for
reasons of capacity, with the negative consequence for the flights
concerned that their taxi route and thus their taxi time is prolonged and
taxiing costs increase.

[0140]The Inbound Manager performs the rescheduling processes according to
defined optimization criteria. To minimize delays in case of capacity
bottlenecks, in a first optimization step early flights and flights whose
parking position is still occupied are assigned the alternative landing
runway. If, in addition to this, still further flights need to be
rescheduled due to a landing capacity bottleneck that continues to exist,
in a second optimization step the Inbound Manager determines the
difference in taxi times for each flight that is up for scheduling and,
in doing so, accesses tables containing stored taxi times. In the third
optimization step, the Inbound Manager calculates the additional taxiing
costs for each taxi time difference, taking into account the type of
aircraft (twin-jet, tri-jet, four-jet type of aircraft). In the fourth
optimization step, the alternative landing runway is allocated to the
flight involving the respectively lowest increase in taxiing costs.

[0141]The Inbound Manager reschedules until the landing demand for the
preferred landing runway no longer exceeds the landing capacity thereof
or until the landing capacity of the alternative landing runway is
exhausted.

[0142]The optimization of the landing runway allocation is completed and
the Inbound Manager transmits its runway allocation (arrival runway
request) to the relevant air traffic control systems (e.g., CLOU, AMAN).
Since Air Traffic Control has the responsibility for carrying out the
flight, it can adopt or change the proposed landing runway allocation.
The Inbound Manager adopts any changes made by Air Traffic Control. The
landing runway allocated by Air Traffic Control must not be changed by
ATAMAN.

[0143]Once the landing runway for the approaching flight has been
established, the Inbound Manager can calculate the expected taxi time
from the landing threshold up to the parking position with the aid of the
taxi times model individually for each individual arrival. The taxi times
calculating module calculates the period of time required by a landing
aircraft from touchdown to the parking position. To calculate the
expected landing runway occupancy time, the type of aircraft is needed in
order to derive the required landing distance from the typical touchdown
speed. In addition to the landing runway occupancy time, the expected
runway exit marking the beginning of the inbound taxi route is also
calculated. To calculate the inbound taxi times, the Inbound Manager
requires the runway exit and the parking position. The distance is
defined by defined standard taxi routes. The parking position intended
for the arriving flight is provided to the Inbound Manager by the
aircraft stand allocation system. This information may possibly be
obtained also via the airport information system of the airport.

[0144]As a rule, every airport has defined so-called standard taxi routes
(inbound and outbound). The standard taxi routes mostly constitute the
shortest taxi route between the runway exit and the parking position or
between the parking position and the take-off threshold, avoiding
oncoming traffic to the greatest possible extent and, where possible in
terms of locality, also avoid taxiing traffic junction points. The
taxiing traffic is basically handled via these standard taxi routes. The
taxi times calculation therefore takes them as a basis in the individual
taxi times calculation. Since other flight operating systems (e.g., DMAN)
also need to process information about taxi times, standard taxi times
are defined, which are to be expected in case of typical traffic volumes.
These standard taxi times usually relate to position regions and are of
an accuracy sufficient for most applications. In the alternative landing
runway allocation (second optimization step) the difference between these
standard taxi times of the preferred landing runway and all alternative
landing runways is calculated and, as described above, taken into
consideration.

[0145]To forecast the air-to-air process, an as exact taxi times forecast
as possible is required. In calculating the time TTaxi In required
for the distance between the runway exit and the parking position, the
taxi times calculating module takes into account both differentiated
taxiing speeds for different taxiway sections (e.g., curves, straight
lines, intersections) and also possible taxiing hindrances caused by
other aircraft (taxiing load: number of taxiing aircraft in the taxiway
system) as well as take-off/landing runway intersections, where
necessary. All relevant information about the taxiway system and typical
taxiing speeds are stored in the taxi times calculating module; the
actual and forecast taxiing load is calculated in each case.

[0146]The expected time of arrival on the parking position EONB is
calculated from the estimated time of landing ETA and the forecast
inbound taxi time TTaxi Inb:

EONS=ETA+TTaxi Inb

[0147]Owing to the factors influencing the approach and taxi times
mentioned above and taken into consideration, the calculated time EONB is
very accurate and therefore a valuable control datum for the beginning of
the ground processes. It is of great importance to the punctual and
economic aircraft handling to know the expected time of arrival of each
individual flight visit at an early point in time and as exactly as
possible.

[0148]The calculation of the expected time of arrival on the parking
position EONB concludes the inbound process and at the same time marks
the beginning of the outbound process, which is intended to ensure a
punctual take-off.

[0149]Optimization of the Outbound Process

[0150]In determining the outbound process, the Outbound Manager, the
Runway Allocation Module, and the Taxi Module cooperate. For
simplification purposes, reference is made to the Outbound Manager below.
The Outbound Manager optimizes the outbound part of the air-to-air
process, taking into consideration the [0151]operating capacity of the
take-off/landing runway system, arrival and departure capacities;
[0152]standard instrument departure routes (SID); [0153]flight plan data
(STD); [0154]flight progress data (ETD, EOFB); [0155]parking position of
the aircraft; [0156]standard outbound taxi routes; [0157]taxi times,and
calculates for each of the aircraft departing within the next few hours
[0158]the optimum take-off runway taking into consideration the flights
arriving concurrently; [0159]the earliest off-blocks time; [0160]the
estimated taxi time between the parking position and the take-off
threshold; [0161]the estimated time of arrival at the threshold.

[0162]The calculation and forecast of the optimum take-off runway and the
forecast flight progress data is made possible by a special calculation
algorithm.

[0163]FIG. 8 illustrates the mode of operation of the Outbound Manager and
its support modules.

[0164]For calculating and forecasting the outbound process and for an
optimized take-off runway planning and scheduling, the Outbound Manager,
in addition to flight plan data, constantly uses current data relating to
the earliest possible off-blocks time from the ground handling systems of
the aircraft handling agents (PTT=predicted turnaround time), the
"runways in use" as well as capacity data of the take-off runway system
and information on the planned departure routes. The airport information
system, the Capacity Manager CAPMAN, ground handling systems, and air
traffic control systems are external data sources. For an online data
supply, provision is made for data interfaces with these systems.

[0165]The calculation of the estimated off-blocks time, the allocation of
a take-off runway, the calculation of the taxi outbound time and of the
time of departure will be described in detail below.

[0166]The Outbound Manager receives, via an ATAMAN-internal interface, the
actual and forecast data on incoming flights on the parking position to
calculate the earliest possible off-blocks time, taking into
consideration the minimum turnaround time (MTT) for the aircraft involved
or for the flight involved. For the calculation of the estimated
off-blocks time by the Outbound Manager, three cases are under review
according to the rule illustrated in FIG. 9.

[0167]The earliest off-blocks time initially corresponds to the scheduled
time of take-off STD, since the EOFB time can never be earlier than the
STD time.

EOFB=STD

[0168]In case of delayed arrivals and tightly scheduled regular ground
times of a flight visit, departure delays may materialize which are due
to arrival delays:

EOFB=EONB+MTT

[0169]Lags in ground handling of the flight may likewise result in
departure delays. The causes for this may reside in a variety of
processes such as, e.g., in the aircraft handling and servicing process
(loading, fueling, catering, etc.) or in the passenger handling process
(check-in, security screenings, boarding, etc.). When such lags or other
changes occur, the Outbound Manager requires the respective information
from the corresponding ground handling systems or by a manual input of
the ATAMAN user.

EOFB=EONB+PTT

[0170]Subsequently, the take-off runway allocation for the departure is
performed. The Outbound Manager optimizes the take-off runway allocation
for all departures within each 10-minute interval (see FIG. 10) according
to the following criteria: [0171]minimization of the departure route by
initial take-off runway allocation according to the shortest standard
instrument departure route (SID) to the departure fix (preferred take-off
runway); [0172]reduction of the departure delays/departure delay costs by
making the best possible use of the available take-off capacities
(calculated by CAPMAN); [0173]minimization of the taxi times/taxiing
costs (and spacing out the taxiing traffic) by a parking
position-dependent (optimized) runway allocation (alternative take-off
runway),

[0174]and transmits its runway allocation to the relevant air traffic
control systems (e.g., CLOU, DMAN, DEPCOS).

[0175]To determine its earliest time of take-off, each individual flight
is assigned its expected taxi time between the parking position and the
take-off threshold. The sum of all take-off times corresponds to the
take-off demand within a 10-minute interval.

[0176]The take-off runway allocation is carried out in several steps,
which are illustrated separately in FIG. 11. In accordance with the valid
rules, at first each flight is assigned a runway with the shortest
departure route to the intended departure fix as the preferred take-off
runway. With the initial departure runway allocation, the take-off
demand/10 min for each take-off runway is defined at the same time.

[0177]The Outbound Manager now checks whether the take-off demand for each
runway can be satisfied by the respective take-off runway capacity. If
this is the case, each departure is allocated its preferred take-off
runway. The respective take-off runway capacity is provided to the
Outbound Manager by the Capacity

[0178]Manager CAPMAN.

[0179]If the take-off demand exceeds the take-off capacity of the
preferred take-off runway, the Outbound Manager checks whether free
take-off capacity is available on an alternative runway in the same
10-minute interval in order to avoid departure lags and associated delay
costs. In case of free capacities on an alternative runway, the Outbound
Manager will propose an alternative take-off runway for use.

[0180]As a rule, one or more flights of a 10-minute interval need to be
rescheduled from their preferred to an alternative take-off runway for
capacity reasons, with the negative consequence for the flights concerned
of a prolongation of their flight routes and/or their taxi times. The
Outbound Manager performs the rescheduling processes according to defined
optimization criteria.

[0181]In case of capacity bottlenecks on the preferred take-off runway,
the Outbound Manager compares the standard taxi times stored in the table
of taxi times from the parking position to the alternative take-off
runways with free take-off capacity. To minimize departure delays, in a
first optimization step, the alternative take-off runway is allocated to
those flights whose times of taxiing to an alternative take-off runway
are shorter than to the initial take-off runway. If the take-off capacity
bottleneck on the initial take-off runway continues to exist, requiring
further flights to be rescheduled in addition, the Outbound Manager
determines in the second optimization step the difference in taxi times
for each departure to be disposed of and calculates the taxiing costs,
taking into consideration the type of aircraft (twin-jet, tri-jet,
four-jet type of aircraft). In the third optimization step, the
alternative take-off runway is allocated to the flight involving the
lowest taxiing costs in each case.

[0182]The Outbound Manager reschedules until the take-off demand for the
preferred take-off runway no longer exceeds the take-off capacity thereof
or until the take-off capacity of the alternative take-off runway is
exhausted.

[0183]The ATAMAN optimization of the take-off runway allocation is
concluded, and the Outbound Manager transmits the departure runway
allocation and the earliest take-off time to the relevant air traffic
control systems (e.g., DEPCOS, DMAN). Since Air Traffic Control bears the
responsibility for carrying out the flight, it may adopt or change the
proposed take-off runway allocation. It allocates to each flight its
departure route SID and--taking into account a CFMU slot, if any--its
scheduled take-off time CTOT (calculated take-off time). The Outbound
Manager adopts any changes made by Air Traffic Control. The take-off
runway allocated by Air Traffic Control must not be changed by ATAMAN.

[0184]Once the take-off runway for the departure has been established, the
Outbound Manager can individually calculate the expected taxi time from
the parking position to the take-off threshold with the aid of the taxi
times model for each individual departure. The taxi times calculating
module calculates the period of time that is required by a departing
aircraft from the parking position to the take-off threshold. To
calculate the outbound taxi times, the Outbound Manager requires the
parking position and the take-off runway. The distance is defined by
defined standard taxi routes (see the corresponding section sub
"optimization of the inbound process"). The calculation of the time
TTaxi out required for the distance between the parking position and
the take-off threshold is effected analogously to the taxi inbound
process already described.

[0185]The estimated time of arrival at the take-off threshold ETD is
calculated from the estimated off-blocks time EOFB and the forecast
outbound taxi time TTaxi out:

ETD=EOFB+TTaxi out

[0186]The estimated time of take-off is at the same time the estimated
time of arrival at the take-off threshold ETD.

[0187]The time of departure, which is the period of time required by a
departing aircraft from take-off up to leaving the airspace of the
airport (flying over the departure fix), is essentially dependent on the
take-off runway used. The flight route from a take-off runway to a
departure fix is determined by the standard instrument departure route
SID. The expected time of departure TDeparture to the departure fix
is calculated from the SID route length and the aircraft-specific
aircraft speed on this route. All departure times are stored in the
ATAMAN database.

[0188]The estimated time of flying over the departure fix ETDF is
calculated from the estimated take-off time ETD and the expected time of
departure TDeparture:

ETDF=ETD+TDeparture

[0189]The overflight of the departure fix constitutes the end of the
air-to-air process and the beginning of the en-route flight.

[0190]Utilization of the Calculated Target Times

[0191]The inbound target times TTOF and TTA and the optimum take-off
runway may be made available by ATAMAN to the flight planning and control
systems (e.g., CLOU, AMAN, ARRCOS). This enables the air traffic control
systems to establish an approach sequence which, departing from the
first-come, first-served principle, pursues the intended on-time-service
principle. In addition, the calculated target times TTOF and TTA are
suitable to synchronize the gate-to-gate process and the air-to-air
process.

[0192]The outbound target times TTD and TTDF as well as the optimum
take-off runway may be made available to the flight planning and control
systems (e.g., OMAN, DEPCOS) by ATAMAN. This enables air traffic control
systems to establish a departure sequence which, deviating from the
standard departure route principle with a rigid runway allocation,
pursues the intended on-time-service principle with a flexible runway
allocation.

[0193]ATAMAN Results

[0194]The output data made available by ATAMAN will be briefly summarized
again below.

[0195]The Inbound Manager receives from CAPMAN the landing capacity slots
per 10-minute interval for each landing runway and allocates individual
approaching flights to these capacity slots. The allocated landing runway
may be displayed and transmitted to external systems (e.g., CLOU, AMAN)
as a control datum for further processing. The same is applicable to the
take-off runway allocation for departing flights by the Outbound Manager,
which may likewise be transmitted to external systems (e.g., DMAN,
DEPCOS).

[0196]In addition to the optimum landing and/or take-off runway, the
Inbound Manager and the Outbound Manager calculate all relevant data of
the inbound and outbound processes, respectively, and their partial
processes. The comparison of the target and actual data with the planned
data allows both the online representation of delays and also the
forecast thereof. The delays that have arisen and the forecast delays may
be attributed to individual partial processes and causes of delays may be
identified. Systematic countermeasures (e.g., giving priority to
individual flights) can be initiated by CLOU and AMAN and by DMAN and
DEPCOS, respectively (see FIGS. 12 and 13).

[0197]The output data of ATAMAN can be used by other partner systems via
external interfaces. All relevant information is displayed to the user
via a human-machine interface (HMI). An example of an ATAMAN user surface
including various display options will be described later.

[0198]FIG. 14 again illustrates all relevant data of the air-to-air
process. The actual data is acquired by other systems and constitutes
input data for ATAMAN. As soon as it is available, it replaces the
estimated times. ATAMAN updates the calculation of the remaining process.

[0199]Before the flight visit reaches the Frankfurt airspace, ATAMAN
receives the estimated time of flying over the entry fix ETOF. Using this
input value, ATAMAN forecasts the entire process with the aid of the
formulas illustrated sub "Estimated" in FIG. 14. The Inbound Manager
receives the estimated time of flying over the entry fix ETOF as a flight
progress datum with the departure message or calculates it as described
sub "optimization of the inbound process".

[0200]The target times are calculated by ATAMAN on the basis of the flight
plan arrival time STA in the inbound process and based on the flight plan
departure time STD in the outbound process.

[0201]The target time of flying over the entry fix TTOF is calculated from
the time of arrival STA published in the flight plan and taking into
consideration the landing runway- and parking position-dependent taxi
time TTaxi In and the weather- and traffic volume-dependent approach
time AT. The target time for flying over the entry fix is the time at
which an overflight must take place to permit an on-time arrival on the
parking position. TTOF is therefore suitable as a control variable to
increase the inbound punctuality by the flight operations planning system
CLOU of Air Traffic Control.

[0202]The estimated time of landing ETA is calculated as described sub
"optimization of the inbound process". The target time for landing
(target time of arrival) TTA is the time at which a landing must take
place to permit an on-time arrival on the parking position. TTA is
therefore suitable as a control variable to increase the inbound
punctuality by the flight operations planning system AMAN of Air Traffic
Control. TTA is calculated from the scheduled time of arrival STA minus
the taxi time TTaxi In.

[0203]The estimated time of arrival on the parking position EONB is
calculated as described sub "optimization of the inbound process". The
times of arrival on the parking position are passed on to the Outbound
Manager via an ATAMAN-internal interface for further processing.

[0204]The scheduled off-blocks time STD is at the same time the target
time for the termination of the ground processes. As long as inbound
flight progress data are not yet available, the scheduled time STD is
deemed to be the estimated off-blocks time. Thereafter, the Outbound
Manager calculates the estimated off-blocks time EOFB as a flight
progress datum as described sub "optimization of the outbound process".

[0205]The estimated take-off time ETD is calculated as described sub
"optimization of the outbound process" from the estimated off-blocks time
EOFB and the out-bound taxi time TTaxi Out forecast by the taxi
module.

[0206]The estimated time of flying over the departure fix ETDF is
calculated as described sub "optimization of the outbound process". The
actual overflight of the departure fix at the time ATDF concludes the
air-to-air process.

[0207]ATAMAN calculates all partial process delays and partial process
lags from the air-to-air process times as illustrated in FIG. 15. The
(estimated) TMA entry delay Dext inb is calculated as the difference
from the time (E)TOF and the time TTOF in minutes. The sum of Dext
inb over all approaches is the cumulative delay "brought along". The time
TOF is a flight progress datum which is acquired upon flying over the
entry fix and is transmitted by Air Traffic Control. ETOF, TTOF, TOF, and
Dext inb may be further processed and displayed as output
quantities.

[0208]The estimated approach delay Dthr in est is calculated from the
expected time of landing ETA and the target time for the landing TTA in
minutes. The actual approach delay Dthr in is calculated from the
actual time of landing ATA and the target time for the landing TTA in
minutes. The sum of Dthr in over all approaching flights is the
cumulative approach delay. The approach process lag PDarr is the
difference from the approach time and the estimated approach time. The
time

[0209]ATA is a flight progress datum which is acquired upon landing. ATA,
ETA, TTA, Dthr in, and PDarr may be further processed and
displayed as output quantities.

[0210]The estimated arrival delay Donb est is calculated from the
expected time of arrival on the parking position EONB and the scheduled
time of arrival STA in minutes. The actual arrival delay Donb is
calculated from the actual time of arrival on the parking position ONB
and the scheduled time of arrival STA in minutes. The sum of Donb
over all arrivals is the cumulative arrival delay. The taxiing process
lag PDtaxi in is the difference between the taxi time and the
estimated taxi time. ONB is a flight progress datum which is acquired
upon arrival on the parking position. EONB, Donb, and Donb est
may be further processed and displayed as output quantities.

[0211]The estimated departure delay Dofb est is calculated from the
expected off-blocks time EOFB and the scheduled off-blocks time STD in
minutes. The actual departure delay Dofb is calculated from the
actual off-blocks time OFB and the time STD (scheduled time of departure)
in minutes. The sum of Dofb over all approaching flights is the
cumulative departure delay. The departure delay Dofb may be composed
as caused by different causes of delay. As already explained above, in
the case of delayed arrivals and tightly scheduled regular ground times
of a flight visit, departure delays may materialize which are induced by
arrival delay. ATAMAN distinguishes between the departure lag caused by
approach delays Dext out "brought along" and the lag in the handling
process, which for its part may have a variety of causes. The calculation
of the departure delay and the departure lags is illustrated in FIG. 16.
The time OFB is a flight progress datum acquired upon off-blocks. OFB,
EOFB, Dofb, Pgnd, and PDext out can be further processed
and displayed as output quantities.

[0212]The estimated take-off delay Dthr est is calculated from the
expected time of take-off ETD and the target time for the take-off TTD in
minutes. The actual take-off delay Dthr out is calculated from the
actual time of take-off ATD and the target time for the take-off TTD in
minutes. The sum of Dthr out over all departures is the cumulative
take-off delay. The departure process lag PDTaxi out is the
difference from the outbound taxi time and the estimated outbound taxi
time. The time ATD is a flight progress datum acquired upon take-off.
ATD, ETD, Dthrest, Dthr out, and PDtaxi out may be further
processed and displayed as output quantities.

[0213]ATAMAN User Surface

[0214]An example of an ATAMAN user surface (ATAMAN-HMI) including various
display options will now be described below. The ATAMAN-HMI informs of
the actual and expected punctuality of individual flights and of the air
traffic at the airport as a whole. In addition, the ATAMAN-HMI informs
the operating control staff of the actual traffic situation in the TMA
and the traffic situation in the TMA to be expected within the next few
hours, on the runways and in the taxiing traffic (in particular delays
and lags). In this way, it opens up the possibility of initiating
target-oriented traffic control measures relating to individual flights
in a timely manner. The ATAMAN-HMI consists of a plurality of
representations which are able to display all relevant information about
the air-to-air process at the same time.

[0215]The capacity/runway allocation monitor visualizes all available and
allocated take-off and landing capacity slots per take-off/landing
runway, as illustrated as an example in FIG. 17. All available landing
capacity slots (e.g., in light red color) and all available take-off
capacity slots (e.g., in light blue color) which ATAMAN has received from
CAPMAN are made visible to the user by a human-machine interface. ATAMAN
assigns individual flights to the available capacity slots of a 10-minute
interval. The occupied capacity slots are shown, e.g., in a dark red
color for landings and, e.g., in a dark blue color for take-offs, so that
occupied and non-occupied capacity slots can be distinguished from each
other.

[0216]ATAMAN provides all important information about the flight visit of
an individual flight to the flight visit monitor via a human-machine
interface. The flight visit monitor visualizes this information for the
user, as is illustrated by way of example in FIG. 18. This illustration
shows the flight progress status and the delay status of each individual
flight visit as well as the process lags of each partial process
(approach, taxi inbound, parking, taxi outbound, departure). In the
flight progress status, the target times (Target), the estimated times
(Estimated) and the acquired actual times (Actual) are displayed for each
partial process. In the delay status, the respectively forecast
(Estimated) and measured (Actual) delays are illustrated for each
important process time. In addition, the process lags that have occurred
in each partial process are displayed. (The hatched delay illustrations
are based on forecast flight progress data.)

[0217]ATAMAN provides to the air-to-air process monitor all traffic
information in the partial processes of the air-to-air process via a
human-machine interface. The air-to-air process monitor visualizes the
volume of traffic (traffic demand) per hour for the user, as illustrated
by way of example in FIG. 19. The illustration shows the inbound traffic
that has already taken off (en-route flight) and the volume of traffic in
the air-to-air process for each partial process (approach, taxi inbound,
parking, taxi outbound, departure).

[0218]For each 10-minute interval, ATAMAN calculates and forecasts the
traffic load in the five partial processes, the partial process lags, and
the respective cumulative delays. ATAMAN provides to the air-to-air
process monitor all delay information at the partial process transitions
(important process times) of the air-to-air processes via a human-machine
interface. The air-to-air process monitor visualizes the delay
characteristic values (average delay per flight) for the user, as
illustrated by way of example in FIG. 20. The illustration shows the
delay status of the air-to-air process for each important process time
(overflight entry fix, landing, on-blocks, off-blocks, and take-off).
(The hatched delay illustrations are based on forecast flight progress
data.) Any arising bottleneck situations which are calculated on the
basis of actual flight progress data may be identified at an early point
in time in this way. This allows goal-oriented individual flight-related
countermeasures, e.g. control measures to be taken by the user.

[0219]ATAMAN provides to the air-to-air process monitor all lag
information in the partial processes of the air-to-air process via a
human-machine interface. The air-to-air process monitor visualizes the
lag characteristic values (average lag per flight) for the user, as
illustrated by way of example in FIG. 21. The illustration shows the lag
status of the air-to-air process for each partial process (approach, taxi
inbound, parking, taxi outbound, departure). This illustration allows, on
the one hand, the distinction between delays that are "brought along" and
lags arising at the airport and, on the other hand, allows causes of
delays within the air-to-air process to be attributed by the user. The
off-blocks lags may have a variety of causes. More detailed information
about the ground partial process may be retrieved by clicking on the
respective off-blocks bar.

[0220]ATAMAN provides to the air-to-air process monitor all available
ground delay information of the air-to-air process via a human-machine
interface. The air-to-air process monitor visualizes this information for
the user, as illustrated by way of example in FIG. 22. This illustration
provides a detailed overview of arrival delays brought along (delay
on-blocks), individual minimum turnaround time (MTT), and any externally
induced off-blocks delays resulting therefrom, scheduled ground time, and
delays caused by the ground handling.